Automatic brake-applying means for railways.



A A; mmmox. AUTOMATIC BRAKE APPLYING MEANS FOR RAILWAYS.

APPLICATION FILED AUG. 20, 1909.

1 029 210 Patented June 11', 1912.

3 SHEETSSHEET 1.

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anaemic;

A. MINNIGK. I AUTOMATIO BRAKE APPLYING MEANS FOR RAILWAYS.

APPLIOATION FILED AUG. 20, 1909.

Patented June 11, 1912.

3 SHEETSSHEET 2.

.10] ,I 9M7 f? A. 11111111011. AUTOMATIC BRAKE APPLYING MEANS FOR RAILWAYS.

AIPPLIOATION FILED AUG. 20, 1909.

1,029,21 O. I Patented J1me 11, 1912.

3 SHEETS-SHEET 3.

annnn UNITED STA'I. E S PATENT OFFICE.

ALFRED MINNICK, F COEUR DALENE, IDAHO, ASSIGNOR TO MINNICK AUTOMATIC TRAIN CONTROLLER COMPANY, A CORPORATION OF UTAH.

AUTOMATIC BRAKE-APPLYING MEANS FOR RAILWAYS.

Specification of Letters Patent.

Patented June 11, 1912.

Application filed August 20, 1909. Serial No. 513,840.

To all whom it may concern:

Be it known that I, ALFRED B'IINXICK, a citizen of the United States, residing at Coeur dAlene, in the county of Kootenai and State of Idaho, have invented a new and useful Automatic Brake-Applying Means for Railways, of which the following is a specification.

The invention is such that two approaching trains or cars whether going in the same direction or in opposite directions will be brought to a standstill when in dangerous proximity.

In accordance with the presentinvention there 'are provided two adjacent sectional conductors along the line of way either on the surface or overhead or underground as may be desired and these two sectional conductors are laid side by side but insulated one from the other with the sections ofone conductor alternating with the sections of the other conductor. Upon each car or train there is carried a trolley or brush or other collector capable of making contact with both conductors simultaneously and this contact is in a car or train carried charged circuit, the other side of which terminates at One or both of thetraflic rails which latter should be electrically continuous throughout the system.

In the train carried circuit there is in cluded' a relay and also a time switch which will maintain the circuit open for a predetermined time and then automatically close the same, although provision is made for the closing of the circuit at will. The train carried circuit also includes an automatic polechanger capable of reversing the direction of current flow to the train carried circuit at frequent and preferably regular intervals,

although the pole changer on one car or train should not be in synchronism with the pole changer on another car or train liable to come into dangerous proximity to the first car or train.

The relay is provided to control another charged circuit upon the car or train in which last named circuit there is included mechanism controlled by the circuit primarily energized in a manner to cause repeated partial applications of the brakes of the car or train with progressively increasing. force for a predetermined number of times and finally resulting in the full application of the brakes and the consequent stoppage of the train with the requisite rapidity to prevent close approach to the point of danger but withoutshock or jar to the equipment or to the occupants of the car or train.

The invention .will be best understood from a consideration of the following detail description taken in connection with the accompanying drawings forming a partiof.

this specification, in which drawings,

Figure 1 is a diagrammatic representation of the equipment of a car or train with the present invention. Fig. 2 is a side elevation,

with parts in sect-ion and with a part of the casing removed, of the brake applying mechanism. Fig. 3 is an end view of the same with the casing removed. Figs. 4 and 5 are detailviews of the structure of Fig. 2.

- In the following description reference will be made first to the showing of Fig. 1 and later when necessary, to the more detailed showing of the other figures.

The system of the present invention presupposes the equipment of the train or car with an air brake system ofany suitable tpe- Thesystem of the present invention is applicable to railroads of either the steam or electric type and either tO'tI'fllIlSJlliLdG up of a locomotive and a number of cars or a motor car and a number of trailers, either of which may be termed a train, or to single motor cars such as are commonly used in city and suburban traffic. For convenience of description the term train will be used 'in the following description with the understanding that the term is to include either a steam or electric train or a single motor car or locomotive.

In Fig. 1 there are shown two trafl'ic rails track, and intermediate of the rails there'are showntwo .conductors 2 and 3.

The trafiic rails 1 are assumedto' be elec trically continuous for as great a distance as the meeting ends of any two adjacent sections of, one conductor intermediate of the sections of the other conductor so thattheconductor sections overlap one another alternately throughout the system. The conductors 2 and 3 may be suitably supported upon the-'road bed intermediate of the rails 1 and also suitably insulated one from the other and from the traffic rails, or

they may be in the form of overhead conductors, or they may be located in a suitable subway. Whatever be the disposition of.

the conductors '2 and 3 they should be close enough one to the other to be readily bridged by a trolley or collector 4,. which,

since it may be of any suitable type, and many known forms are. adapted for the purpose, is merely indicated in Fig. 1 without any attempt to illustrate 'any particular structure. v

The. articular car or locomotive upon which t e e uipment indicated in Fig. -1 is assumed to e carried, is simply indicated in Fig. ,1 by a wheel 5 running upon one ofthe trafiic rails, but it will be understood that any suitable. connection with the trailic rails'by means of which an electric circuit may be established with the traffic rails, meg be utilized.

nnected to the collector t is a con-- ductor 6, it being understoodthatthe collector 4: and the conductor 6 and otherparts shown in Fig. 1 and also shownl'more in detail in the other figures, are carried upon -the moving structure, whether it be a loco- 8 to a time switch 9 which latter will'be f described more in detail hereinafter, but it may be stated at this place, that the circuit may be manually opened at the time switch" and will then remain open for a predetermined time period to t en automatically close the circu1t, at the time switch. Furthermore'the time switch is provided with means,-as willhereinafter appear, for causing the closing of the circuit at the switch at will if it be desirable to close the switch before the predetermined time period. has elapsed.

Extending from the time switch 9 is a conductor 10 leading to an automatic device" 11 controlling a pole changing-lever 12, or other pole changing mechanism whereby opposite poles of a suitable current source 13 may be alternately connected up into the circuit as rapidly as may bedesired and in regular succession.

The time sw1tch 9,-as-shown in Fig 1,

has two contact points 53 and 55 in circuit with the conductors 8 and 10, thereby establishing the proper circuit at proper time as above set' forth.

There are numerous known devices for this purpose operating by either mechanical or electrical motors and consequently'it isv not deemed necessary to illustrate anybf the devices which may be utilized.- for the purpose. In the particular illustration of Fig. 1 the lever 12is assumed to move between two'circuit'terminals 1 1 and 15 connected to opposite ends of the current source 13, a central point of which latter is connected by a conductor 16 to the wheel 5, the

conductor 16 and wheel 5 to either one or both of the trafiic rails 1. When the lever 'or pendulum 12 is moved into contact with the circuit terminal 15 there is then-established a circuit through the same path 'as before described except that the source ofthe current may be traced from the trafiic rail 1, wheel 5, conductor 16, current source I 13, terminal 15, lover or pendulum 12, conductor 10, time switch '9, conductor 8, relay 7, and by conductor 6 to the brush 4.

.In the drawings the current source 13 is illustrated as a battery, and may beeither a storage battery or a. suitable primary battery, or it may be any other source of electrio energy, the battery beingsimply typical of any electrical source.

The showings of the drawings with respect to the current source 13 and themeans for changing its polar relation to the circuit is to be taken as largely indicative and as not confined to the particular arrangement shown.

'The pole changerv 11 is designed to operate at frequent intervals,'sa'y at intervals of one of operation may be' chosen 'ascOnditioHs may warrant.

The relay 7 controls a local circuit includelectric energy and a brake controlling means 18 arranged for electromechanical operation in a manner to be described with or two seconds, but it will be. understood 3 that any suitable or desired time periods .ing a battery 17 or other suitable source of reference to other figures of the drawings, but it may be state that this operation is such that the air is admitted to the brakev cylinders in successive quantities for a predetermined time period and a predetermined number of times so that the brakes may be applied first by a light service application then by successively heavier service applications until finally the full service application is reached and the train is brought to a standstill.

T The circuit controlled by the 'relay 7 and including the battery or other current source 17 and the brake operating mechanism 18 is shown in Fig. 1 as comprising a conductor 19 leading from. the battery 17 to the controller 18 and thence by another conductor 20 'to a solenoid 21 forminga part of the controller 18 and from the solenoid 21 by way ofa conductor 22 to a terminal 23 forming part of the relay 7 and this terminal 23 is in the path of the armature or armature lever of the magnet of the relay 7 a in the usual manner, this armature or lever being indicated at'24 and is connected bya conductor 25 to a battery 17.

Let it be assumed that two trains are appreaching each other either head on or when mov n train 1s standing still and the other train is approaching it. As soon as the trains are close enough together, which distance will. never be less than one-half the length ofa section of the conductor 2 or 3 nor more than the length of a section of a conductor 2 or 3, there is then'established a circuit between the traflic rails and the section of the conductor-2 or 3 with which the. collectors 4 of the twotrains are then in contact. If at the instant' of the establishment of the circuit the particular polar relation ofthe current sources 13 upon the two trains be suchas to bring these two current sources in opposition then no current will flow through the circuit thus established. But in a very-short-time, say within one or two seconds, the polar relation of one of the cur-- rent sources 13 has changed'so that the current sources are now in agreement and both sending current in the same direction through the circuit of the'two trains,it being understood that the current changing 1nechan.isms 11 of the two trains are not in synchronism, this being purposely. so arranged. As soon as the current passes over the circuit thus established both relays 7 are energized, it being understood that under the conditions assumed the train carried-primary circuits are closed at the time switches 9, theselatter switches only being in service to 'maintain the circuit open under conditions which will be described further on. The energizationof the relay 7 causes the closure of the local or secondary, circuit upon each train charged by the battery or in the same direction or that one.

current source 17, this causing the energization of the solenoids 21 u on each train. Now, in a manner ,to be ereinafter de scribed, the air brake system is ut into operation to cause a succession o cumulative brake applications, ultimately resulting in the full service application of the brakes ,and the stoppage-of the trains gently and tion, two trains approaching each other or one approaching the other cannot come into closer proximity than substantially half the length of a section of a sectional conductor without the circuit through thecont-rolling train carried circuit being completed; the

time controlled switch'9 being assumed. to be in. the closed circuit position under such proaching closer than half the length of a section of the sectional conductors is due to the relation of the sectionsof the two sectional conductors 2 and 3, though the circuit may be completed while the trains are separated a distance approximately that ofthe length of ductors.

By. providing each train carried primary circuit with a pole changer. operating at short intervals there is always the assurance a section ofthe sectional coning trains being coupled to the completed circuit in the same sense before the trains have entered the danger zone or been brought into dangerous proximity to any material extent. It is an easy matter to adjust the pole, changing mechanisms on the several trains to operate at different time periods-so that the possibility of synchronism is avoided. Furthermore the time period of operation of the pole changer should be as short as ,may he so that the trains will progress but a very short distance into the danger zone before the current sources on the two trains are brought into the proper relation to, cause the operation of the safety devices on both trains.

. The length of the sections of the sectional conductors will depend upon the conditions present or liable to be present and hence no particular example canbe given.

1. conditions. The inability of the-trains apof the current sources on the two approach- Under some circumstances, as, for instance, when an engine equipped with the present inventlon 1s switching back and 40 ating mechanism 1n a local or a-secondary .dit ions and whenthe engine arrives at a that the automatic brake operating mechanism should be out of service the'enmined time or to be released at the will of circuit before this is accomplished autotoithe time switch which latter will operate to again close the circuit at the time switch which is assumed to be connected at one end to the train pipe of the air brake system and attheother end mayopen to the atmosphere either directly. or through a whistle or'through-other signal if such be desired.

circuit may-be maintained open by the time switch will depend upon circumstances, but

minutes will usually be ample for the purman may setthe time switch into operation causethe actuation of the relays 7 on the interval of time orfor-a shorter time if the forth in a yard it-is desirable that the brake controlling mechanism should be out of service, but it is also desirable that it-should return to the serviceable condition" without depending upon the engine man, this returnlto service being at the end of a predeterminedtime.

The time switch'9. provides for these .con-

yard or at some other point where it is deg ue man may open the circuit-at the time switchandproceed to use theengine in the desired; manner without 'furtherattention.

after the expiration of the predetermined time. 7 The period of time during which the in practice P it will be foundthat fifteen pose. Should the'jtime during which the engine is to be out of the control of the automatic brakeoperating mechanism be materially less than the time period of in activity of. the time switch then the engine to-close the circuit at will, but. under no -ciri cumstances will the time switch fail to close the circuit longer than the predetermined time. If the engine man finds that it is desirable to hold the circuit open. longer than the predetermined time, he may again shift the time switch to the open circuitposition to be there maintained for the predeterthe engine. man at anearlier time.

It is preferred to include the brake opercircuit upon the engine or train or car to avold the use of too largea current source battery 13 or other suitable source of current need only be of such character as to two trains when the circuit is'completed through them.

If it be assumed that the lapse f time provided for by the time switch 9 is longer than necessary then the engine man or other authorized person may manually close the matically," by the mechanism of the time. switch. Byth'e time switch the engine man may cut out the circuit and the parts controlled thereby so that the brake mechanism will not be operated fora "predetermined engine man so desires, this being valuablewhen it is necessary to: have the engine moving to and froin a yard-wherethe movements of trains are usually .so slow as to be under full control at all Y F or the operation of the air brake there Referring to Figs. 2 to 5 both inclusive,

there is shown a casing 62 designed to inclose the structures directly controlling the air brake side, of the system, which struc tures are rendered inaccessible by said casing except that provision is made for the release ofthexbrakes in a manner to be hereinafter described.

Traversing the casing 62 is a. pipe 63 In the pipe 63 within the casing 62, there is included a. T coupling 64 and a valvecasing 65 traversed by a sleeve 66 in which is housed'apiston valve 67. On the side of the sleeve. 66 matching. the'portion of the pipe 63 coming from the train pipe is a port 683ml the opposite "side 'ofthe sleeve, that s the sidematchingthe portion of thepipe 63 leading to the external atmosphere ,or to a suitable-signal, is provided withanother port- .69 out of line with the port 68. ,The valve 67 has a reduced portion of such length as to connect the. ports-1; 68 and 69 when the valve isjat one extreme of. its movement and to blank the port 69 when the valve isat other extreme of its movement. 7 The VtlVj67 has a stem 71 to which -is connected the short arm 72 of a lever 7 3 provided with a hub 74 mounted on a pin 75 traversing ears 76 erected onlthe valve casing 65. The lever 73 moves independent-ly' of the pin 75 and the latter carries exterior'to' the ears 7 6 two disks 77 and 78 fastened. on the said pin 75. disks, say the disk 77 is provided with spaced notches 79 about its periphery, while the disk-78 is provided with a continuous peripheral series of ratchet teeth 80. The lever 73 carries a pawl 81 in operative relation to the teeth 80.

One of the Pivoted to the valve casing 65 is another lever 82 having one end. extending to the exterior of the. casing 62 and-the other end formedintoatooth-83 adapted-to the notches '79 and in operative relation to the disk 77.

Erected on the valve casing 65 is a standard 8.4, carryingat its free end .a cylinder 85 havingfits bore parallel with the length of the pipe 63 and appropriately removed therefrom. Within the bore of the cylinder 85,- which cylinder is open at one end, is a 7 piston 86 whichmay-be of thedisplacement 130' is provided a structure which may bemade as shown inFigs. 2 to 5 inclusive, or may be otherwise constructed to operate in like manner. The showing of Figs. 2 to 5 may be taken, so far as the details of construction are concerned, as illustrative of any suitable means for the purpose.

- blocks 91.

nected to the lever 73 by a link 87, the said lever being extended beyond the connection therewith of the link 87, as indicated at- 88.

Formedon the ends of the cylinder 85 are two lugs 89 carrying a strip 90 of insulating material and mounted on this insulating material in spaced relation are two their outer surfaces and there receive a slide 92. Cap plates 93 are applied to the blocks 91 to maintain the slide 92 in place. The slide 92 may be made of insulating material ,such as vulcanized fiber or it may be made of metal. and appropriately insulated from the blocks 91. Between these blocks the slide 92 carries a spring blade 94 attached" to the slideatthe middle of the blade so that the two ends are 'free. The length of the blade 94 is such as to bridge the two blocks;

an electromagnet may be utilized for op- 91 and it is made of good conducting material so as to establish a circuit between the two blocks when in contact with both at the same time. The slide 92 extends beyond one of the blocks 91 adjacent to the lever 73 and is there slotted as indicated at 95 forthe passage of the end 88 of the lever 73.' The outer end of the extension 88 is con-' nected toone end of a spring 96, shown as a coiled spring, and the other end of the spring is connected to the casing 62 or other fixedportion of the structure. The tendency of the spring 96 is to maintain the lever in a position where the spring94 will bridge the two blocks 91 with the piston 86 in the innermost position within the cylinder 85. r

The closed end of the cylinder'85 is connected to a valve casing 97, the other end of which latter is connected by a pipe 98 to the T 64 so that the said end of the valve casing 97 is in constant communication with the train pipe side of the pipe 63. Traversing the valve casing 97 is a sleeve 99 provided with a port 100' in constant communication with the-pipe 98. Housed within the sleeve 99 isa cylindrical valve 101 having a. central reduced port-ion 102v Extending through the sleeve 99 on the side opposite the .port 100 but out .of line therewith is another port 103 indirect communication with the interior of the cylinder 85. The valve 101 is sufliciently long to project beyond the lower end of the sleeve 99 and'has attached thereto an armature plate 104 with 'an insulating strip 105 interposed. At-

tached to the valve casing 97 is a set'screw 106 in the path of the insulating strip 105 and designed to determine the movementof the valve 101 in one direction of its travel.

That end of the valve 101 remote from the armature 104 is formed into a valve stem .107 projecting beyond the casing 97. Ap-

plied to the outer end of the stem 107 which -lS appropriately threaded, is a nut 108 and The blocks 91 are recessed onconfined betweenthis nut and the casing 97 I is a spring 109 surrounding the stem 107. The tendency of this spring isto maintain the valve 101 at one extreme of its travel side of the reduced portion 102 there 'is formed a circumferential groove 110 match- I ping the port 103 when the valve is moved to one extreme of its travel by the spring 109 and this groove is in co mmunication with' the external atmoslphere through an axial passage 111 throng 1 the .valve and its stem 107.

In operative relation to the armature 104 there is located-an electromagnet 21 which may re lace the solenoid 21 indicative of the bra e operating mechanism in Fig. 1, it thus being clear that either a solenoid or crating the structure shown in Fig. 6 in detail.

, Let it be assumed that an electric current is sent through the magnet 21,then .the armature 104 is attracted against the action of the spring 109 and the valve 101 is moved so its portion 102 will put the ports 100 and 103 in communication and train pipe pressure is thereby transmitted from the ipe 63 through the pipe 98 to the interior oi the cylinder back of the piston 86 thus causing the latter to be projected outward from the cylinder 85 and causing a movement of ;the lever 73 in a like direction. This will cause the pawl 81 to ride idly over the ratchet teeth 80-and at the same time will move the valve 67 so that the reduced portion 70 will connect the ports- 68 and 69 thus allowing theescape 0 air from the train pipe with a commensurate reduction of train pipe pressure. Before the lever '73 has reached the extreme of its movement under the action of'the piston 86 and against the action of the spring 96 the extension 88 engages the end wall of the slot 95 and causes a movement of the slide 92 for a distance suiticient to carry oneend of the spring 94 away from the corresponding block 91. The magnet 21 being the same as the solenoid 21 of Fig. '1, is included in the circuit extending through the blocks 91 and the spring 94 by way of the conductors 19 and 22 of Fig. 1'

so that as soon asthe spring 94 moves away from the corresponding block 91 the circuit,

including the current source 17 and charging the ma et 21 is broken and the magnet is there y deenergize'd, but this does not j happen until the lever 73 has reached. the end of its travel under the action of the PlStOIt 86. The reduction of train pipe pressure has been but moderate and conse' uently the brakes have been applied onlylig tly.

- The-deenergization of the magnet 21 releases .the armature 104 and the spring 109 immediately returns the valve 101 to its normal position blanking the port, 100 and thus lcut-ofi"the train pipe pressure from the'cyinder 85, but this movement of the valve has brought the groove 110 into coincidence with the port 103 and the air within the cylinder 85 nowfinds escape to the atmosphere through the passage 111, thus permitting the spring 96 to return the lever 73 to its normal position. Thisreturn movement of the lever 73 causes the pawl 81 to engage a tooth of the ratchet disk 78 and rotates the same a distance of, say, one tooth, and at the same time the valve 67 is moved to a position blanking the port 69 so that the train pipe pressure is no longer being reduced. Just before the lever 70 reaches its normal position the extension 88 engages the end wall of the slot 95 opposite that first engaged and the slide 92 is returned to its first position with the spring 91 in engagement with both of the blocks 91 and-the circuit is again established, whereupon the magnet 21* is again energized and 'thecycle of operation is repeated with a further re- -duction of train pipe pressure resulting in a more pronounced, application of the brakes. These operations follow one another in succession until finally a notch 7 9 is brought into coincidence with the tooth 83 which thereupon enters the notch and stops further rotative movement of the disks 77 and 78 so that on the next movement of the lever 7 3 against the action of the spring 96, the pawl on engaging a tooth 80 of the disk 78 will prevent any further return movement of the said lever 73. Under these circumstances the valve (37 is locked in a position permitting a reduction of pressure of the train pipe sutficient to cause a full serv- 'ice application of the brakes and the arresting of the movement of the train, but this arresting of the movement of the train has been progressing slowly so that the train is brought to a standstill withoutshock or ar but long before the train can move dangerously into the danger zone.

When .it is desirable to again start the train and release the brakes,-the.lever 82 may be manipulated by the engineman or other authorized person to release the disk 77 when the spring 96 will return the lever 73 to its first or normal position and the train pipe will be closed against further escape of air. still prevail, the lever will once more be moved to the position opening the train pipe for the escape of air, but if the dangerous conditions no longer exist the local circuit charged by the battery 17 will be cut out at the relay 7 and consequently the magnet 21 will not again be energized. The pressure If the dangerous conditionsi in the train .pipe may be restored .in the usual manner'and the train may proceed 011 its journey, the parts being all in readiness to again respond automatically to dangerous conditions.

The examples hereinbefore given will be suflicient to show the great latitude of the present invention for all manner of dangerous conditions which may arise along a railroad and it is deemed unnecessary to. give more examples.

lVhat is claimed is,

1. In a system of train control. an air brake applying means on each train comprising a train pipe connection provided with an air outlet valve, two electric circuits on each train and means controlled by one of the electric circuits and in turn controlling the air outlet valve to move the latter to open and closed positions successively atshortintervals fora predetermined number of times.

2. In a system of train control, an air brake applying means on each train comprising a train pipe connection provided with an air outlet valve, an electric circuit on the train, means controlled by the. electric circuit and in turn controlling the air outlet valve to move the latter to open and closed positions successively at short intervals for a predetermined number of times and then to lock open, and manual means for causing the closing of the'valve after being locked open.

brake applying means on each train'comprising a. train pipe connection provided with an air outlet valve, and means for actuating the valve comprising a'cylin der, a piston therein, a connection between the air pipe connection and the cylinder on the train pipe side of the air outlet valve, a valve in said cylinder connection, an actuating means for the air outlet valve controlled by the piston, an electrically actuated controlling means for the valve in'the cylinder connection and circuit controlling means in the circuit of the electrically actuated valve controlling means in turn controlled by the air outlet valve controlling means.

4:. An automatic service application brake mechanism for an air brake system, having aspringclosed lap valve, and means automatically actuated to impart to the lap valve intermittent. opening and closing thereof.

In testimony that I claim the foregoing as my own, I have hereto altixedmy signature in the presence of two witnesses.

ALFRED MINNICK.

Witnesses:

WM. A. SMITH, S. BRUCE Cruse.

Copies of this patentmay be obtained for five cents each, by addressing the Commissioner of Patents. Washington, D. G.

3. In a system of train control, an air- 

